Hydraulic mechanism



6st. 29, 19%. .J H BARKEU v 2,41,333

HYDRAULIC MECHANISM Filed April 29, 1940 6 Sheets-Sheet 1 I NV ENT OR.

J. A. BARKEIJ HYDRAULIC MEcHANI SM Filed April 29, 1940 s Sheets-Sheet 2 INVENTOR.

Get 29, 3946.

J. AU. H. BARKEIJ HYDRAULIC MECHANISM I Filed April 29, 1940 6 Sheets-Sheet 5 0m. 29, 194 J. A. H. BARKEIJ 2,4 I I HYDRAULIC MECHANISM Filed April 29, 1940 6 Sheets-Sheet 5 FIG/6.

6L 1946. J. A. H. BARKEIJ HYDRAULIC. MECHANISM 6 Sheets-Sheet 6 Filed April 29, 1940 F/& A3.

Patented Oct. 29, 1946 UNITED STATES PAT ENT OFFICE HYDRAULIC MECHANISM Jean A. H. Barkeij, Altadena, Calif.

Application April 29, 1940, Serial No. 332,522

(Cl. i l-189.5)

35 Claims. 1

My invention relates primarily to hydraulic power transmission and more particularly with that kind of transmission which is called the Foettinger type of hydraulic coupling or hydrokinetictorque converter.

tendency is meant the tendency of such a drive to move the vehicle forwards with the engine idling.

My third object is to associate said second object with a free-wheel mechanism tending to prevent the exertion of backward drive to the vehicle, said freewheel allowing only a forward motion but no backward motion, unless eliminated.

Other objects will appear hereinafter during the discussion of the various figures.

Figs. 1 to '7 are diagrammatical drawings to explain the principle of my invention.

Fig. 8 shows the combination of a prime mover with a hydrokinetic torque converter, the prime mover being connected to one driving shaft of a planetary gearing, the planetary carrier of said gearing and the other, driven, shaft being in driving connection with each other through said converter, and said other shaft being in driving relation to a vehicle carrying said combination, preferably through a gear reduction drive.

Fig. 9 shows the combination of a hydrokinetic coupling and a prime mover, said motor being connected to the impeller of said coupling and the runner thereof being connected to an overdrive between said runner and the housing or carrier of a planetary gearing, having two shafts extending therefrom, one being connected to said motor and said impeller, and the other shaft being geared to the pinion gears rotatably arranged on said planetary carrier, and in driving connection with the gear drive of a vehicle carrying 2 shows Fig. 10 on the section line 'II-II thereof. Fig. '11 shows further mechanism or means to control the conversion of the converter into a coupling and conversely, by the driver at will and preferably in connection with the fuel con- "trol element of the prime mover.

The same idle runner, however, may be used,

to drive the runner slightly in opposite direction as we will explain hereinafter.

Fig. 12 show a modification of Fig. 11, in which the driver controls the device of Figs. 10 and 11 by means of a single solenoid, instead of two.

Fig. 13 shows that the planetary gearing may be soarranged that the two intermediate side gears (4a and 'I) may be connected with the impeller and runner of the hydrokinetic mechanism and the planetary carrier may be connected with the propeller shaft for instance by means of an intermediate gearing I5 and Hi to the driven mechanism, as for instance a vehicle.

Fig. 14 shOWs how a pawl Ila can release the freewheel of Fig. 6 for reverse drive.

Fig. 15 shows a centrifugal governor controlling a valve to release the pressure in anoil-pressure pump, in order to release the brake mecha.. nism to stop the vanes of the rotor III shown in Figs. 10 and 11.

Fig. 16 shows the combination of the Figs. 8,

"11 and 15. The brake II'I operates on'theplanetary carrier and the impeller connected therewith. The brake I35 operates on the idle runner III of Fig. 11. The meaning of the separation lines S S S are explained hereinafter. The accelerator I38 operates either on the brake H1, or on the brake I35. The governor I41 operates only on the brake I35.

Fig. 1'7 shows a combination of the features of Figs."3, 7 or 9 with 11, and 15. The brake I34 operates on the planetary carrier or differential housing and the runner connected therewith.

'The brake #35 operates on the idle runner III of Fig. 11. The accelerator controls either the brake IM or the brake 935. The governor I41 controls only the brake I35. The meaning of the separation lines is the same as that of Fig. 16.

Fig. 13 shows a combination of the Figs. 1, 11 and 15. The brake I34 does not operate on the planetary carrier, but only on the runner of a fluid drive. The brake I35 controls the brake on the idle runner .I H of Fig. 11. The accelerator controls either the brake I3 4, or the brake I35. The governor con-trols only the brake I35. The meaning of the separation lines S S S are the-same as before.

Fig. 19 shows a combination of Figs. 13, 11 and 15. The brake I34 operates or controls again the planetary carrier of a planetary or difierential mechanism, but does not operate directly on the runner or impeller of the fluid drive. The accelerator controls either the brake I 34 or the brake I35, and the governor controls only the brake I35.

The meaning of the separation lines S S S is the same asfor the previous figures.

In the latter four figures, the freewheel I3b can be locked out for reverse drive, as explained in my prior application No. 676,646, June 20, 1933 now Patent No. 2,261,898, independently of the gearshift. And it can be locked out by the gearshift substantially simultaneously with the shift in reverse. The shift may be a handshift or a mechanical shift as explained in said prior patent.

Likewise, the mechanism to lock out the free- .wheel may look out the control of the accelerator onthe reverse, drive (or gearshift as shown in Fig. 15C of Patent No. 2,261,898), because in the combinations of Figs. 16 and 1'7 it is evident that the momentum of the car, when the freewheel is locked out, would tend to drive the engine in opposite direction so that it would be stalled. These old features are omitted here but it is emphasized that they may be combined with the present construction.

In all figures the two motors I31 and I31 have each their entry line I3'Ia to receive the oil pressure, and I have shown their exit line I3'Ib connected. The separation lines S s S indicate clearly how the valves I42 and III2 can be connected crosswise with either pump.

, In Fig. 16 for instance the single separation line s indicates that accelerator I38 and valve I42 (controlled thereby) control the pump I31 and the the brake III, and that the governor I41 and valve I42 control the motor I31 and brake I35.

The two separation lines S and S in combination indicate that accelerator I38 and valve I42 control motor I31 and brake I35.

The two separation lines S and S in combination indicate that governor I4! and valve I42 control the motor I31 and brake I35. The separation lines S S S in Figs. 17, 18, 19 have the same meaning.

In all Figures 16, 17, 18, 19, if the accelerator I38 and valve I42 control the brake I35 and the idle runner in the fluid drive, this idle runner either serves to slow down the drive shaft extending into the gearbox (or to reverse it even in direction, if preferred) in order to effect a gearshift therein by means of the overrunning action of the freewheel associated therewith, or that this idle runner serves to convert the fluid coupling into a fiuid torque converter, depending section of a Foettinger fluid flywheel.

I is, the motor, preferably an internal combustion engine reaching its maximum thermal -2 indicates schematically the'outer housing connected to the' efiiciency in the higher speed ranges.

crankshaft of the engine having to the right an impeller with a series of vanes fixed thereon and to the left a runner with a similar number of vanes, as shown in Fig. 2, which represents Fig. l on the section line I-I thereof. The runner is connected to the driven mechanism 3, here shown as the rear axle of a vehicle, carrying this combination.

In=such a coupling the oil rotates with the vanes around the axis of the coupling, which is the straight line A connecting the motor with the rear axle in Fig. 1, but this motion does not transfer practically any power from the impeller to the runner.

The same oil rotates however around the axis of a circle indicated by the letter X, in the direction indicated by the arrows, and this motion of the oil is in fact the power transmitting agent.

The oil entering the impeller at the point a from the runner R, has a certain speed depending upon the distance R which is the distance from point a to the axis A of the coupling. The oil entering at point b from the runner into the impeller has a kinetic energy proportional to the radius from point I) to the axis A of the coupling, which is R The total column of oil is thrown by centrifugal force to the periphery of the impeller and leaves the impeller at points I and e, which have a radius of respectively B and R and an inertia corresponding to said radii. (See Fig. 1 mainly.)

Considering Fig. 2, which shows diagrammatically Fig. 1 on the section line 2 2, and shows a plurality of vanes 0, which may be constructed in various ways. In the present explanation it is convenient to assume that they are arranged radially and are formed by thin separating partitions indicated by the letter 22. It appears in Fig. 2 that the area of the entry into the impeller of each cell between two separating vanes is a,bc.d, and the area of exit e,fg-h. These two areas have to be made approximately equal and the cells between two adjacent vanes may be further separated by concentric thin walls indicated by two heavy lines extending from f to g and from b to c for one cell. It is evident from the Figure 2 that the separating wall f-g has to come closer to the outer periphery of the coupling, than the separating wall bc from the inner periphery thereof. Therefore in Fig. 1 this wall is indicated by the circle X, which is excentric to the circular axis Z around the axis of the coupling as a whole. The axis of the wall X is therefore on the outside thereof and placed for instance at Y. In the following figures the two explained axes Y and Z are placed concentric, because the Figures 3 to 13 show merely the constructional features of the combination of a hydrokinetic torque converter and/or hydrokinetic coupling together with a differential mechanism in various ways, and in certain converters, having a stationary reaction member, the passages between the vanes or channels differ substantially from those in couplings, and in said figures the general arrangements of the parts involved is only of prime importance and not so much the special arrangement on the inside of the hydraulic mechanism, as will be evident later on. Besides in said arrangements of Figs. 8 to 12 one type may be replacedby the other and said Figures 8 to 12 are to a certain extent almost as diagrammatic in their meaning as the first seven figures.

It is evident from Figs. 1 and 2 that the movement of the oil around the circular axis Y (around 'tion, and the vehicle starts rolling. from that moment up to the moment that shafts 4 and 8 are rotating substantially at the same sheets the axis of the coupling indicated by A in Fig. 1) is the movement, which mainly transfers the flow of power from the impeller to the runner. If we want to transmit a given amount of power and we desire to use a given quantity of oil and certain centrifugal speeds proportional to the maximum speed approximately of the motor, we can compute and we know the different radii indicated and we can compute the all around sizes of the coupling necessary to transmit a given power.

I Assuming that the motor starts to rotate and the wheels 3 are stationary the impeller has to reach a certain speed before the oil is capable of moving .the runner R connected with the driven mechanism, which offers, of course, an initial inertia. The slip that occurs between the impeller and runner is, when starting of course, terrific and as soon as the runner begins to move, and the driven mechanism is started, the less the slip becomes until impeller and runner have approximately the same speed. In that condition the oil practically has only a uniform motion around the axis A and little around the axis Y, and the only loss is the friction of the oil on the various surfaces in the hydraulic mechanism.

When the impeller and runner run at widely different speeds the oil is rotated fast around the axis Y and is churned at a terrific rate, and the friction and the slip causes a great loss in the transmission of power.

To prevent this loss to a great extent I propose to arrange other mechanism between the impeller and motor to decrease said loss to a minimum and the following diagrammatic figures serve to show the general nature of my invention.

In Fig. 3 the motor is I, whose crankshaft is connected with a shaft 4 to the outer housing 2 of the hydraulic mechanism. The housing 2 has internal vanes 6, forming the impeller and the runner has vanes indicated by 5, which vanes 'are connected to the hollow shaft 5, in which rotates the shaft 4 connected to the housing 2. The

shaft 5 is connected to a differential housing or planetary carrier 6a, and on said differential housing or carrier are rotatably arranged bevel tage over the arrangement of Fig. 1, that the impeller and runner can be made to run at speeds which differ substantially from the relative speeds of the same parts in Fig. 1, which I will explain next.

If shaft 4 rotates at 1000 R. P. M. (motor I) the gear 411 rotates at the same speed and if shaft 8 does not rotate at all, the housing Ea must rotate at half the speed, if the gears 4a and 1 have the same diameter, assuming that they are shown in the figure.

I The vanes s will rotate at 1000 R. P. M., the

vanes 5 will rotate almost simultaneously therewith at 500 R. P. M. If the kinetic energy of the oil is sufiicient to rotate the vanes 5 at 500 /2 R. P. M., the shaft 8 will make only one revolu- Therefore speed (there is almost always a certain amount of slip) the average difference between the speeds between the impeller and runner will be far less than in the arrangement of Fig.1. Therefore it does prevent loss of power by friction, and does decrease the amount of eddying between the impeller and runner, and in the dead space between said parts, and between said parts and the outer housing 2.

Therefore the arrangement of Fig. 3 is highly preferable over that of Fig. l.

Fig. 4 shows that in given circumstances of light load it would have an advantage to make the side gears 4a and 1 of difierent diameter as shown diagrammatically in Fig. 4.

Fig. 5 shows that in given circumstances of a heavy load it would have an advantage to make the side gears 4a and I of dilferent diameter in reverse order as that of Fig. 4, as shown diagrammatically in Fig. 5. x

In Fig. 6 is shown a one-Way brake 9l0 arranged between the shaft 8 and the stationary part II, let us say of the housing of the rear axle.

If the load is very heavy the shaft 8 would or might have a tendency to rotate in reverse direction and drive the car backwards. To prevent this, it is advantageous to insert a freewheel with rollers in between said shaft 8 and the differential housing 3, to prevent the car from going backwards until the motor is capable to move the driven mechanism in the proper direction. It is understood, that it should be possible to drive the car backwards through the same mechanism with a reverse gear drive as shown in Fig. 7-, and the freewheel is so arranged that a pawl Ila, as shown in Fig. 14, operating on the outer element H of the freewheel will allow shaft 8 to rotate the inner and outer element of the freewheel in reverse direction.

Another way of preventing this I have shown in Fig. 7, in which I place a gearbox 12 with sliding gears between the differential and the rear axle. However, a sliding gearbox would not do very well if the motor I and the rear axle 3 are connected with each other through a hydraulic mechanism without a two-way clutch to separate them, The impeller exerts at all times a reaction on the runner and the runner on the impeller, and to prevent the complication of a two-way clutch,

anywhere between motor and rear axle, I prefer to place an overrunning clutch l3 between the gearbox and the rear axle 3.

If the driver closes the throttle with his accelerator, the vehicle (or'driven mechanism in general) can overrun the hydraulic mechanism and a standard sliding gear between the shafts 8 and 811, on either side of the gearbox 12, would allow the shifting mechanism, which may include synchromesh means and power-operated mechanism in that case to operate efficiently and smoothly between said shafts B and 8a. (See my Patent No. 2,261,898.)

In trucks the arrangement of Fig. 7 has advantages on hills, where the load becomes too heavy for a Foettinger clutch and the slip increases. Although the arrangement of Figs. 3 to 7 in general would decrease the slip on hills with heavy loads, nevertheless a reduction-gear between the shaft 8 and the rear axle will decrease the slip some more.

In the following Figures 8 to 12 I have shown slightly different arrangements in details, and

' means showing how to seal the hydraulic mechanism against leakage, and I will describe now said figures in succession and to explain why these figures no definite hydraulic mechanism should be indicated. In Fig. 8 is shown a hydrokinetic converter, in Fig. 9 a hydrokinetic coupling, and in Figs. 10 and 11 a combination of the two. The position of the circle X as explained in Fig. l is kept purposely concentric with Y, but may be shifted in accordance with the general well known characteristics of the Foettinger clutch or converter in general as explained in Figs. 1 and 2. In these figures a two-way clutch is, shown, but it is understood of course, that the freewheel arrangement of Fig. 'I may be applied on said modifications in addition to said two-way clutch. This freewheel always allows to brake the driving shaft for a shift in the gearbox.

(It is understood (as shown in Fig. 13) that the three parts of said differential mechanism may be so arranged that the impeller and runner are connected with the side gears by two concentric shafts and that the planetary carrier may be geared to the driven mechanism.)

In Fig. 8, II is the prime mover. I02, the crankshaft thereof, I03 the clutch, which connectsit with a shaft I04, carrying an intermediate side-gear I05, geared to intermediate (I06) pinion gears rotatably arranged on a differential housing I01. Said pinion gears are geared to another intermediate side gear I08 splined on a shaft H3, which is connected to a rotor of a hydrokinetic torque converter. The differential housing or planetary carrier IBI is connected to the. other rotor IIEI of said hydrokinetic torque converter, I09. Between said two rotors is a torquereaction member I! I, which forms a unit with the stationary housing I 09 of said torque converter. The shaft I I3 may be connected with an intermediate gearbox containing two forward gears, a direct and low gear and eventually a reverse gear, although this is not imperative. The gearbox is, in driving arrangement with the differential rear-axle H and wheels H6 of a-vehicle, preferably by means of a freewheel or over running clutch.

Before explaining the mode of operation, I will explain in general the mechanical difference between a hydrokinetic torque-converter and a hydrokinetic coupling. The former is somewhat equivalent to a transformer in the electrical world, and the latter is somewhat equivalent to a mere switch, The former consists of three elements, a runner, a reaction member and an impeller, the latter has only two elements, an impeller and a runner. In both devices the runner and impeller has vanes or cells, directing the fluid (usually light mineral oil in the housing of the coupling) in a circle around the circular axis of the cells of th runner and impeller. This circular axis is in a plane perpendicular to the common longitudinal axis of runner and impeller. Upon rotation the liquid inthe coupling issubjected to a dual motion. One motion is a tendency of the fluid in the. cells of runner and impeller to merely rotate in a circle around the common axis of the two rotors, when they both rotate in th same direction. The other motion is a tendency of the fluid to rotate around the circular axis of the two rotors as indicated by the arrows in Figs. 8 and 9.

In Fig. 8, when the motor rotates (let us say clockwise) the driving gear I05, the fluid in the converter tends to rotate immediately both rotors H2 and II!) in the. same direction. If the shaft II3 is standing still. As'soon as the shaft I I3rotates the-least little bit, the housing I01 willrotate at slightly more than half the speed of the shaft I04. When the shaft H3 rotates slowly there is, of course, a great slip between impeller III] and runner II2, but in this type of torque converter-said slip is not a total loss at all, because it converts the relative great rotation of the impeller I I0 into a great force at slow rotative speed on the shaft II3 to drive the car.

Agear reduction as shown at I I4. may be placed between the torque converter and the rear axle I I5 to reduce the resistance so that shaft I I3 may pick up. speed readily and so that shaft II3 rotates quickly with the same speed as shaft I04. The reaction member does not cause any more slip than that of an ordinary hydrokinetic coupling, except for the slight increase of friction caused by the vanes or cells of the reaction member in addition to the friction of the liquid in the two rotors. Therefore unless the vehicle is standing on a very steep grade and starts rolling backwards, there is not the slightest tendency to drive the car backwards. As a third safeguard and to insure the possibility of a positive drive for emergency cases, I apply a brake III on the differential housing IIli. This brake when applied holds the differential housing or planetary gearing stationary and also the rotor III], splined to the differential housing IG'I. In that case the car is driven backwards to get out of a sudden abnormal resistance at a reduced gear-reduction of the gearbox H4. The rotor H2 operates as an impeller against the stationary rotor H0 and a complet slip has to take place, because rotor HE is held stationary by the brake III. In so far as the distance driven backwards is negligible in the ordinary use of a car, this appreciable loss is practically reduced to a negligible loss. Besides, by using brake I II we do not need to apply a reverse gear in the gearbox at all, because for parking purposes, and said emergency cases, we can apply the brake I I7 by hand or foot as desired.

If a reverse drive is incorporated in the gearbox Il l, the brake III becomes largely superfluous. In either case the freewheel shownmust be eliminated, see Figs. 16 etc.

Another modification of a gear drive resemblin that of Fig. 8, I have shown in Fig. 9.

The prime mover IIB has a crankshaft II9 connected by a two-way clutch I20 to a shaft I2-I, splined to a hydrokinetic coupling, I22, although here, as in the modification of Fig. 8, a hydrokinetic torque converter of the design of Fig. 5 could be equally used, if desired. The impeller I22a, forms a torque tube for the shaft I2I, and is connected to a side-gear I29 in a differential gearing. The runner I23 is connected toa disc with a gear I24, geared to the gears I25, rotatably arranged on a stationary member I26in the present construction, and these latter gears are geared to a gear I21 forming one part with the differential housing or planetary carrier I28, on which are rotatably arranged the intermediate pinion gears I30, which are geared to the intermediate side gear I3I, on the driven shaft I32 connected eventually by gear reduction, as in Fig. 8, to the rear axle I33 of the vehicle. A hand or foot brake I34 maybe again applied on the differential housing. Or a'power brake as shown in Fig. 17.

The operation of this device is somewhat different from that of Fig. 8. When the. motor rotates the impeller I22a, it immediately tends to rotate the runner I23. in the same direction, so

that the driving gearI29 and the pinion-or planetary gears I30 form a-unit-tending torotate at the same speed in the same direction. Thereaction, however, of the shaft I32 and gear I 3I, geared to the pinion gears I30, tends immediately to retard the runner I23. Here, as in Fig. 6, if the rotor I23 rotates at half the speed of the impeller I22 the motor has a tendency to drive the car backwards. However, the low gear which may be applied between rear axle I33 and shaft I32 prevents such tendency positively, except in extreme emergency cases. In saidcases the brake I34 should be applied and the'car freed from the emergency by the positive gear drive obtained thereby, as eXplainedfor Fig. 8.

It is understood that a hydrokinetic torque converter may be substituted for the hydrokinetic coupling shown, if in certain designs the tendency to a backward drive has to be diminished f. i. for standard use as in trucks.

The application of the overdrive I24 to I21 has the advantage that fuel economy can be attained under favorable driving conditions down grade and with the wind. If the resistance is small, the runner I23 will rotate substantially at the same speed as the impeller minus the slip, but the overdrive I24--I21 rotates the housing I28 faster than the shaft I2 I, and therefore the shaft I32 may rotate at a higher speed than the shaft I2I. .If the resistance is great the slip increases up to the point where shaft I32 still rotates as fast as shaft Hi. If the resistance becomes still greater, the slip increases still further, and in such cases either a gear-reduction of a gearbox I4 should be used, or a hydrokinetic torque converter. The gearbox may use sliding gears, because it is preferred to use a two-way clutch between prime mover and coupling or differential or planetary gear set.

Cross combinations of this gear drive as shown in Figs. 8 and 9 are further defined in the appended claims, and it is supposed that the application of planetary gearing and of the two-way clutch for the sliding gear and clutch, is included therein.

It is also understood that it would not involve invention to place the two-way clutch I43 in Fig. 8 between the hydrokinetic torque converter H2 and the gear box II4, if a sliding gear is preferred.

Likewise in Fig. 9, it would not be invention to place the two-way clutch I 20 between the differential gearing I3! and the overdrive I24 to I26, or between this overdrive and the hydrokinetic coupling I22.

Nor would it be invention over the arrangement shown in Fig. 9 to place a freewheel f behind the gearboX'to facilitate the gear-shift for a sliding gear and to omit the two-way clutch in either arrangement of Fig. 8 or Fig. 9. Or to add a freewheel between the rear-axle an the gearbox in the arrangements as they are shown in. Fig. 8- and Fig. 9. All such modifications can be combined with the fundamental arrangement shown.

The latter modification of the freewheel behind the'gearboX-I have shown already in my Patent No. 2,261,898; The two Figures 10 an 11 show a combination of the Figs. 8 and 9 and show a newarrangement to convert a converter intoa fluid coupling and a fluid coupling into a converter, during the rotation thereof.

In Fig. 10 1 have shown in vertical" cross'section a torque converter which may be reduced to a fluid coupling by the driver during theoperation thereof. The reaction'member III of Fig. 8 I have arranged within the stationary member I09, so that a. brake band I35 can be operated from a stationary point over the reaction member II'I so that the device becomes -a hydrokinetic con verter if the brake is applied and a hydrokinetic coupling if the brake is released. In the latter case the member III loses its character as a reaction member and is able to rotate freely so that the device becomes a mere fluid coupling, the member III rotating virtually "at the same speed as the impeller.

The brake band is contracted by a fluid motor I31, which is under control of the driver. In the present arrangement it is preferred to control the member III through the fuel control element or accelerator I38. In my arrangement of- Figs. 10 and '11 I prefer not to connect the reaction member III with the'runner, but to let the guide blades of member I-II rotate free of the runner and free of the impeller.

I only show the preferred arrangement in Fig. 11. The hydraulic servo-motor receives its pressure at I310; from any source of oil-pressure, for instance the lubrication system of the internal combustion engine using the present device. A pipe I311 leads to a valve I42to release the pressure coming from I3'Ia in the motor I31; The valve is controlled by two solenoids as desired;

The solenoid I45 actuating the valve I42 is in an electrical circuit I43, leading to'a switch I44 actuated by the accelerator only when it is pressed beyond its maximum throttle'opening. This switch I44 closes then the circuit for energising of the solenoid I4 5, which opens the valve I42. The pressure is released in the motor I31 and the brake I35 is released and the torque converter becomes a hydrokinetic coupling. If the driver Wants to de-energise the solenoid he has to bring the accelerator back to' the idling position. To avoid the 'de-energisln'g of the solenoid I45 at speeds less than maximum throttle opening, it is preferred to use a second circuit I 39 and a second solenoid I45, and secondswitch I40, for the second circuit to close the valve-I42. If the accelerator is brought back to idling position, as shown, the circuit I39 is closed and'the valve I42 is closed, the pressure at I 3111 actuates the motor I31 again, the brake I35 is contracted and the device operates as a torque converter, at all throttle openings inclusive maximum. This arrangement allows the operator to have the greatest possible acceleration without loss of efiiciency through slip, under any road condition. When the car is running at fairly high speed it has an advantage to let the device act as a fluid coupling, decreasing the friction of the oil and eliminating the resistance in the oil-circulation pressure to the motor I 31'.

It is understood that a number of such reaction members I I I could be placed in series and stopped or released in accordance to conditions at the option of the" driver through the positioni'ofhis accelerator I38. a

Fig. 12 shows a modification of the control of the device by a single solenoid. The rod |38a of the accelerator I38 has two stops on it a and b apart about the distance the accelerator moves from idling position (in which the accelerator l38'is' shown) and the maximum gas position. I

When Dressing on the accelerator the solenoid I45 is not energised and the spring I45a places the valve I42 in open position so that the pressure in motor I31 is released; When it is desired-to convertthe fluid coupling into" atorque converter.

all the driver has to do is to step on the gas beyond maximum position so that the switch I44 closes the circuit I43 to energise the solenoid. The valve I42 is then closed, the brake applied on the reaction member III and the device is a torque converter. When the driver desires to use the device as a fluid coupling, he merely releases suddenly the accelerator so that the stop a releases, or recedes from, the switch. The switch is caught by any well known ratchet device, so that if the accelerator recedes, the arm I380: moves through a hole in the switch arm until the stop b comes into action releasing the arm from the switch and thereby de-energising the solenoid so that the spring I45a opens the valve I42 releasing the pressure in motor I31 so that the brake is released and the device acts as a fluid coupling. When the driver steps on the gas, inclusive maximum position, the device continues to act as a fluid coupling until again the accelerator is pressed down beyond maximum position, in which it becomes a torque converter until the accelerator is released again to idling position.

It is understood that the valve I42 could be opened and closed by a centrifugal governor I41, as shown in Fig. 15. On a driven shaft geared either to shaft 4 of Fig. 3, shaft 5 of Fig. 4, or shaft 8 of Fig. 5 by means of gearing M111 and so that when the vehicle is going at a fairly high speed (let us say any speed above 30, 35, or 40 miles an hour) the valve I42 is opened and the brake released so that the device operates as a fluid coupling. At such speeds the resistance cannot be very great and the torque converter characteristics can be released as superfluous to drive the car. The torque converter is only needed if the motor meets a great resistance at a slow speed of the vehicle. 1

Fig. 16 is, as stated before, a combination of Fig. 8, with Fig. 11 or Fig. 15. The accelerator I38 controls the switch I40, which controls the solenoid I4 I, which controls the valve I42, which controls the pump I31, which controls the brake II'I, which brakes the impeller III] of the fluid driveII'IS, as already described in connection with Fig. 8. Runner H2 is connected to shaft II 3, which is connected with gearbox I M.

The operation of this combination is as follows. I38, the brake I I1 is applied, the differential gears I06 are slowed up, or held stationary with the result that the shaft I I3, connected with the runner I I2, rotates in a direction opposite to that of the engine, due to the action of the freewheel I 317. Thereafter a gearshift can be made whether the car is moving or standing still. Of course, when the car is moving relatively faster than the motor at any given gear drive, the application of the brake I I 1 is largely superfluous on account of overrunning action of thefreewheel, but if the car is standing-still or moving relatively slower, it is not. Inthe latter case a gearshift can be In retracted position of the acceleratormade without declutching a two-way clutch, and

out the control of the accelerator on the gearshift when locking out the freewheel, I have shown already in my prior Patent No'. 2,261,898. The same arrangement is applied here where the accelerator controls the application of the brake I34.

To decrease the complication of such a brake. I proposed as an alternative, to control a brake I35 on an idle runner III, between the impeller and runner, having blades in such a direction that the impeller tends to rotate the runner slightly in reverse direction, so that a similar gearshift can be made at all speeds, and even when the car is standing still, and doing away with the planetary gearing.

The further advantage is that when the freewheel is locked out, the momentum of the car does not reverse the rotation of the engine, but the friction of the motor will brake the car as in any standard fluid drive.

The valve I42 is then connected not with the motor I31 operating the brake II1, but with the motor I31, operating the brake I35 on the idle runner III, as described in connection with Fig. 11.

A third variation is that a governor I41 may contro1 the motor I31 for the brake I35, but in that case the idle runner has the function of convertin a fluid drive into a fluid torque converter. At predetermined speeds it is preferred to transmit the power of the engine at different rates of speeds between impeller and runner.

The fourth variation is, that the accelerator I38 may control again such an idle runner, so that the characteristics of the torque converter are available at any speed subject to the will of the driver. In the following four Figures 16 to 19, the accelerator I38 controls when released the operation of the solenoid I and thereby the operation of motor I31 on brake I35. This happens when the idle runner is so constructed that it causes a slight backwards rotation of the runner connected to the driven mechanism.

If said idle runner is so constructed as to change the fluid coupling into a fluid converter, as described before in relation to Figs. 11 and 12, the accelerator I38 closes the circuit for asolenoid I45 through a switch I44, and actuates valve I42 to close the passage for the fluid from motor I31 to apply a brake on said idle runner I I I, now a reaction member, when said accelerator I38 is pressed beyond wide open position, and to open said passage when released.

I prefer to have this greater torque available when the throttle is pushed beyond wide open position, but in certain cases it would have an advantage to reverse this, so that the brake I35 on the re-action member would be taken off when the accelerator is pushed beyond the wide open position, and applied when released. This can be merely reversed for instance by placing the passage in valve I42 in a corresponding position so that the passage for fluid would be closed when the accelerator I38 is released and the brake applied, and said passage opened when the accelerator is pushed beyond wide open position. This reversal can be effected in other ways if so desired.

I have shown in the drawings of the two electrical circuits, two cutting lines S and S for the switch. These cutting lines mean merely mission. However, it would be possible to apply both systems. I

It is understood that said cutting lines S and 6 may merely indicate a switch on the dashboard for both circuits, and that two runners are incorporated to cause either one of 'said effects. If the switch cuts one circuit for one runner, the accelerator will only operate the circuit to cause the other circuit to operate for the other runner, by the movement of the accelerator.

It is further understood that any obvious modifications whereby the same effects can be obtained would fall within the scope of this invention and its claims.

Asit would be too cumbersome to show these four variations in different drawings, I have shown in Fig. 16, four dividing lines, indicated by the letter 8, so that the valve I42 controlled by the accelerator I38 may control either the motor I31 operating the brake H1, or the motor I31, operating the brake I35. Or the valve I42, controlled by the centrifugal governor I 42 may control either motor I31 or I31. However, only the control of the brake I35, when the idle runner III may convert the fluid drive into a fluid torque converter, is preferably subject to the-centrifugal governor. The accelerator I33 of course, may control the brake I35, when the idle runner is constructed so as to effect a slight reverse rotation of the runner, or when the idle runner is constructed as a means to convert a fluid drive into a fluid torque converter.

In Fig. 17, substantially the same variations can be obtained. Here, however, the brake I34 operates not on the impeller, as in Fig; 16, but

on the runner. As described before, an overdrive is inserted between the runner of the fluid driveand the differential mechanism.

The accelerator I38, here controls again either the motor I31 braking the differential housing or planetary carrier, or it controls the motor I31 braking an idle runner, serving either as means to effect a slight reverse rotation, or serving as a means to create a torque converter.

The governor I 41 controls again preferably only the motor I31 for said two purposes.

Fig. 18 shows, however, an absence-of the'differential mechanism, but the similar four variations described can be used in the same way. The brake I34 stops the runner due to the freewheel I32) before or behind the gearbox.

When the freewheel is locked out, it cuts out the brake and the momentum of the car, however cannot reverse the rotation of the motor because the differential mechanism is omitted. When the runner is stopped by the brake I34 and the accelerator I38, when the freewheel is not locked out, it may slightly impede the rotation of the impeller and engine but not sufiiciently to stop the motor or stall it.

Of course, the infinitely variable geardrive obtained by using a differential mechanism is lost here.

In all four combinations, when the freewheel is locked out, the brake on the planetary carrier or driven shaft is out out from under the control of the accelerator, otherwise the release of the accelerator would stop and brakethe car in ordinary forward driving.

In all-four combinations shown in Figs. 16 to 19, I prefer to use a freewheel either behind, or in front of the gearbox to effect an easy shift at all times (car moving or standing still).

In all four combinations, I use a disengageable two-way clutch anywhere to effect a gear- 14 shift inreverse and: when. the-freewheel is locked out; In reverse it must be locked out, and as. explained.- before, when shifting into reverse, the freewheelis locked out, substantially simultaneously therewith.

In all four combinations, the cutting off of. the fuel or the cutting of the ignition, automatically causes a disengagement of the fluid drive, which efiects the overrunrung action, of the freewheel allowing a manual or power shift.

Likewise here, in Fig. 18, as in Figs. 16 and 17, the idle runner I II may act as a torque converter, controlled either by the accelerator I38 or by the centrifugal governor M1. In so, far as the differential mechanism is missing here, th-etorque converter may be assisted by the various gears of a gearbox, together with a freewheel, to facilitate shifting without de-clutching the two-way clutch I25.

If the freewheel is locked out (front or rear one) the switch I48 may again be locked out,

but the momentum or kinetic energy of the car does not stop the motor, and if the freewheel is not locked out the impeller connected withthe motor may idle conveniently against the runner, held stationary by the brake I34. Therefore the looking out of the accelerator I38 and switch Mil is in this arrangement not imperative, when the car is standing still.

The last modification of Fig. 19., combines the Fig. 13 with Fig. 11 or Fig; 1.5. The engine I is connected to an impeller and to a gear 1 in the differential housing 6a. Theshaft 4 runs in the hollow shaft 5, connected to the right with the runner, and to the left with the gear 4a. The gears 1' and do are geared to the gears 6b, rotatably arranged on the differential housing Ba, carrying a gear I5, geared in overdrive to a gear- IB, connected to a clutch I20, gearbox I2, freewheel 13b, and Wheels 3 of a vehicle.

Likewise here, when releasing the accelerator, switch Mil is closed, solenoid I and valve I42 and motor I31 actuated, brake I34 applied; Thedifferential housing is stopped, and the gears 1 and 40,, respectively impeller and runner, are rotated in opposite direction. The engine is retarded, but not stopped, gearshift can. be made on account of freewheel I31).

If freewheel I3?) is locked out, the accelerator control on the brake I34, should be locked out, (as shown in-Fig. 15C of application 676,646)

The other modification is again that the accelerator I38, or the governor I41, controls a valve I42 and motor I31, controlling respective- 1y either an idle runner III to efiect a gearshift by means of freewheel Iiib, or an idle runner acting as a torque converter. T'he'torque converter may be either controlled by the accelerator, or by the governor, but the idle runner III to get a reverse rotation, of course, preferably only by the accelerator.

The separating lines s make it obvious that the control of the accelerator I38, or of the governor I'M, can be switched over from motor I31 to v bythe look-out of the freewheel is combined.

withthe look-out of the electrical means associated with the accelerator to control a brake on the runner, driven gear or planetary carrier, the look-out of the electrical means takes place slightly before the look-out of the freewheel.

In the following claims this is broadly stated and included by the term substantially simultaneously therewith.

In so far as the idle runner in Figs. 16 to 19 may. be controlled by a brake under control of the accelerator, and said idle runner may be either for the purpose of eifecting a, reverse rotation of the driven shaft or the conversion of the fluid drive or coupling into a torque converter, the control of the accelerator is shown the same for both types, but it is understood that for the latter conversion this control is preferably of the type of Figs. 11 and 12. That means it is operated when the accelerator is pushed beyond wide open throttle.

It would be too great a complication to show these two variations in another set of drawings similar to Figs. 16 to 19, and. showing the control of this idle runner or reaction member in the specific way it is shown in Figs. 11 and 12. In the following claims the expression under control of said accelerator includes therefore the specific variety shown in- Figs. 11 and 12.

It is understood that any combination of the controlling means shown in Figs. 16 to 19 under control of the accelerator, and control of the centrifugal governor may be combined in one structure as shown in Fig. 18, or as shown in Figs. 16, 1'7, 19 combined with the planetary gearing, and that any of said combinations may be combined with the freewheel as shown in Fig. 6, or in Fig. '7.

It is further understood that if the accelerator controls electrical means controlling a source of power to apply a'brake I35 on an idle runner, which causes a slight reverse rotation tendency on the runner connected with the driven mechanism, that the means of interrupting the circuit of said electrical means when the freewheel is locked out by the. separate shift lever (see Fig. 15C of Patent No. 2,261,898) are superfluous. If the car comes to a stop when the accelerator is released and the freewheel locked out, the slight tendency of the runner to run in reverse direction, due to the angle of the blades in the idle runner brought to a stop by the release of the accelerator, is not enough to start the car rolling backwards. At least not on level ground.

Therefore it would not be invention to combine the brake system of Fig. 11 (a brake on the planetary carrier) with the said type of idle runner, because on a slant backwards the brake I35 could be applied by power or foot (optionally) when the freewheel of Fig. 14 is locked in and the hydraulic transmission could not drive the car backwards.

It is therefore understood that the freewheel lock-out of Fig. 14 to prevent reverse drive must be eliminated when positive mechanical reverse drive is established either in the gearbox or the planetary transmission.

For the reason that the control of the idle runner by a brake I35 should be related to the lock out of the freewheel in the case the idle runner is braked for torque conversion, and

should preferably not be related in the case an electrical means to control the brake on the idle runner when the freewheel is locked out, is not 16 shown in the Figures 16, 17, 18, 19, and the relative claims are based on the description in combination of what is shown.

(It would be superfluous to show two sets of drawings for these two cases instead of describing these two cases, and basing the difierentiaticn in claims on the figures plus the description.)

When in the latter case, the freewheel is locked out, the driven mechanism, especially in the case of a car, would tend also reversely to drive the impeller in opposite or reverse directions, but this tendency even if the speed of the car is high, can be made so small that it will not kill the engine, even when idling or slightly more than idling. Therefore the elimination of control of the accelerator would be largely superfluous, or the elimination of said control could be made optionally by means of a control button from the dash. It is understood that any other motor may be substituted for the hydraulic motor I31, and valve 142 shown. Iit may be a pneumatic or vacuum motor, as shown in my Patent 2,261,898, and the valve M2 would control the admission of atmospheric pressure to a vacuum chamber to release a brake under control of the accelerator 638. In my following applicationNo.-

399,556, of June 13, 1941, I show a modified improvement whereby this brake is only eliminated when the higher speed ranges are in operation. And itis also understood that the two-way clutch 128 may be operated by a pneumatic motor, as shown in said Patent No. 2,261,898.

It is further understood that the brake applicable on the idle runner between impeller and runner in the Figures 16, 17, 19 would create a condition similar to that shown in Fig. 8, in which this runner is held constantly or continuously in a stationary position. In this position it is capable of rotating the planetary carrier I97 connected to the vane member H0 at a' higher speed than the shaft 194 and gear 105, connected to the prime mover. If the runner or vane member H2 rotates faster than vane member H0 under a decreasing torque, the member H2 becomes the impeller and the member H8 the runner. An overdrive is established.

If this idle runner is freely rotating, as shown in the Figures 16, 17, 19, it may create this overdrive relation already without being stopped.

It is understood that the idle runner, wherever placed and in which form, always is located between impeller and runner (pump wheel and turbine wheel). It does matter, however, whether this vane member is connected with the planetary gearing or not. If stopped it has a tendency in all constructions to increase the torque, especially in those incorporating the planetary gearing.

The advantage of the construction of Fig. 8 is further that the impeller is rotated from standing start at a speed which is less than that of the prime mover, so that a creeping tendency of the car can be eliminated.

If the planetary carrier rotates at half engine speed the impeller exerts only one quarter of the driving power of the prime mover to the driven mechanism, because the transmitted hydraulic power increases with the square of the speed of the pump wheel, or impeller. If the runner III of Fig. 8 can be idle, but can also be braked as shown in Fig. 16, an advantage is obtained over the construction of Fig. 8.

It is further understood that the arrangement of Figs. 11 and 12 whereby the idle runner is braked when the accelerator is pushed beyond wide open throttle may be reversed, so that the brake on the idle runner in the Figures 16 to 19 is applied when the accelerator is released, and the brake released when the accelerator is'pushed beyond the wide open position of the throttle. This choice depends upon design. If one desires a great torque for starting, the brake should be applied on the idle runner to provide greater torque, and whenthe car has reached suffioient speed, eventually through a series of gearshifts as explained, the driver can push the accelerator way down and the torque converter becomes a slip coupling. If the driver approaches a steep hill, however, he has to release the throttle momentarily to go back to the torque converter condition.

This being merely a choice of construction, the following claims include both modifications, by merely stating that the accelerator controls the brake on the idle runner.

I claim:

1. In a vehicle the combination of an internal combustion engine connected by means of a twoway clutch to a driving shaft, a hydrokinetic coupling including a runner on said shaft and said shaft extending through said .coupling and through the runner of said hydrokinetic coupling, said shaft connected to an intermediate sidegear in differential gearset, said runner coni nected to the housing of said differential gear set by means of an intermediate overdrive between said runner and said differential housing, said side gear geared to intermediate pinion gears rotatably arranged on said differential housing, said pinion gears driving another side-gear on a propeller shaft connected with the wheels ofsaid vehicle.

2. A prime mover, having an accelerator connected to a differential mechanism, including a housing, a fluid drive including :animpeller and runner, one gear of said mechanism connected to the engine, and another :gear thereof connected to the runnerof .the fluid drive, said gears geared to gears rotatably arranged on a differential housing, connected to the impeller of said fluid drive, said runner connected to a gearbox, a freewheel behind said gearbox, :a brake operable on said differential housing to stop said housing and to effect operationof said freewheel, said brake being power'operated :and cont-rolled by the accelerator of said prime mover.

3. The combination of claim 2, in which said brake is applied when said accelerator is released substantially to idling position, effecting thereby the operation of said freewheel and of said brake.

4. The combination of claim 2, in which said fluid drive is provided with a brake for said runner, said brake being applied when said accelerator is moved to substantially idling position, means to lockout said freewheel, simultaneously looking out the operation of said brake.

-5. An internal combustion engine controlled by an accelerator, in combination with a fluid drive, said fluid drive having an impeller and a runner which is associated with a gearbox and a freewheel behind said gearbox, said freewheel connected with the wheels of a vehicle carrying said combination, a brake operating on the runner of said fluid drive so as to retard the rotation of gears in said gearbox in relation with the speed of said vehicle so that said freewheel is placed in operationand so that a gearshift -may be effected in said gearbox, said zbrake asso- 18 ciated with a source of power controlled by the accelerator .of the engine, said source applying said brake when the accelerator is reduced substantially to idling position.

6. An internal combustion engine controlled by an accelerator in combination with a fluid drive, a gearbox and a freewheel, connected to the wheels of a vehicle carrying said combination, said fluid drive having an impeller and a runner which is under control of a brake, a source of power for said brake, said source under control of the accelerator, so that upon application of said brake said freewheel may be placed in overrunning condition allowing a gearshift in said gearbox, even if said vehicle is standing still.

'7. An internal combustion engine in combination with a fluid drive comprising an impeller and a runner which is connected to a gearbox, said geanbox in driving relation with the wheels of a vehicle by means of a freewheel, an accelerator controlling said engine, said accelerator controlling means which operate a brake which effects the retardation of the speed of rotation of the gears in the gearbox, so that upon release of said accelerator, said freewheel is placed in overrunning condition allowing thereby a gearshift in said gearbox even if the vehicle is standing still.

8. The combination of a prime mover and accelerator with a fluid drive, a two-way-clutch and gear transmission connected by means of a freewheel to a driven mechanism, said clutch and freewheel being operatively independent of each other in this sense that engagement or disengagement of said clutch does not affect the:freewheeling action, said fluid drive comprising an impeller and a runner, said runner connected with said transmission, a brake on said runner, means to control said brake, said means being under control of said accelerator.

9. The combination of claim 8, in combination with means to lock out said freewheel, when shifting into reverse.

10. The combination of a'prime mover and accelerator with a fluid drive, a two-way clutch and gear-transmission connected by means of a freewheel to a driven mechanism, the fluid drive comprising an impeller and runner and a reaction member between the two, said fluid drive runner connected to said driven mechanism by means of a shaft, a brake on said reaction member, means to control said brake, said means under control of said accelerator.

11. The combination of claim 10, in combination with means to lock out said freewheel, when shifting into reverse.

12. The combination of a prime mover with a fluid drive, comprising an impeller and a runner and a reaction member between the two, a brake for said reaction member, said fluid drive runner connected to a driven mechanism by means of a shaft, a centrifugal governor driven by said prime mover and adapted by electrical means to release said brake on said reaction member, when said prime mover. reaches a definite high speed, and to apply said brake when a definite slower speed has been reached by said prime mover.

13. The combination of a prime mover with a fluid drive, comprising an impeller connected to said prime mover and a runner connected to a driven mechanism, a reaction member in operative association with said impeller and runner, a brake for said reaction member, a source of power to actuate said brake, electrical-means to control said source, and said electrical means being controlled by a centrifugal governor associated with said mechanism and operating said brake at predetermined speeds.

14. The combination of a prime mover and accelerator with a fluid drive, comprising an impeller and a runner in driving relation with two members of a planetary gearing respectively a driving member and a driven member, and the third member being in driving relation with a driven mechanism, a brake on the planetary carrier of said gearing, said brake operated by a source of power, said source controlled by electrical means, and said electrical means under control of the said accelerator.

15. The combination of claim 14 in combination with a freewheel and gear transmission between said third member of said planetary gearing and said driven mechanism, means to lock out said freewheel, when shifting into reverse.

16. The combination of claim 14 in combination with a reaction-member between said impeller and runner, a brake for said re-action member, said brake under control of electrical means, said electrical means under control of said accelerator.

17. The combination of claim 14 in combination with a reaction member between said impeller and'runner, a brake for said re-action member, said brake under control of electrical means, said electrical means under control of a centrifugal governor associated with said combinaticn.

18.'The combination of claim 14 in combination with an idle runner between said impeller and runner, said idle runner when stopped tending to drive said runner in reverse direction, a freewheel and gear transmission between said planetary gearing and driven mechanism, a brake for said idle runner, electrical means operating said brake, said electrical means under control of said accelerator.

19. The combination of an internal combustion engine, accelerator, fluid drive comprising an impeller and runner, and friction clutch and a sliding gear transmission beyond said clutch, said transmission including at least two speeds forward and a reverse gear drive, an overrunning clutch between said transmission and a driven mechanism, means to lock out said overrunning clutch simultaneously with a shift of shifting means in said transmission into reverse, a brake mechanism on said runner, said brake mechanism adapted to be applied when said accelerator is pushed beyond wide open position, and released when said accelerator is released to idling position, said brake being independent of any mechanism operating said friction clutch between engine and transmission.

20. The combination of claim 19, in combination with an idle runner between said impeller and runner of saidfluid drive, power means to operate a brake for said idle runner, said runner when braked effecting a slight reverse rotation of said runner, electrical means to operate said power means, said electrical means under control of said accelerator.

21. The combination of claim 19, in combination with a re-action member between said impeller and runner of said fluid drive, power means to'operate abrake on said re-acticn member, means to control said power means for said brake, said latter means under control of said accelerator.

22. The combination of an internal combustion engine and accelerator with a fluid drive, comprising an impeller and runner, and a driven mechanism, a reaction member between said impeller and runner, power means to operate a brake on said reaction member, means to control said power means, said latter means under control of said accelerator in such a way that said brake is released when said accelerator is pressed beyond wide open position, and said brake applied when said accelerator is released to idling position.

23. The combination of claim 22, in combination with controlling means for said power means under control of a centrifugal governor, said governor associated with said engine.

24. The combination of claim 22, in combination with electrical means for control of said power means, said electrical means under control of said accelerator. g 25. The combination of claim 22, in combination with electrical means partly under control of said accelerator and partly under'control of 'a centrifugal governor associated with said combination, said electrical means controlling the power means for said brake on said re-action member.

26. The combination of a prime mover and accelerator with a fluid drive between said prime mover and a driven mechanism, said fluid drive comprising an impeller connected to said prime mover and a runner connected to said driven mechanism, an idle runner in said fluid drive in operative association with said impeller and runner, a brake on said idle runner, power means to apply said brake, said power means under control of the accelerator in such a way that said brake is applied when said accelerator is pressed beyond wide open position, and released when said accelerator is released.

27. The combination of claim 26 in combination with a gear transmission between said runner and said driven mechanism and a freewheel between said transmission and said driven mechanism,'means to lock out said freewheel.

28. The combination of claim 26, in combination with a gear transmission between said runner and said driven mechanism, and a freewheel between said transmission and said driven mechanism, said brake when applied on said idle run- 50 her tending to drive said runner in reverse direction, means to lock out said freewheel so that said brake creates aslight reverse drive on said driven mechanism through said gear transmission.

29. The combination of claim 26, in combina- 55'tion with a, gear transmission between said runner and said driven mechanism, and a freewheel between said transmission and said driven mechanism,said brake when applied converting said fluid drive into a torque converter, means to 30 lock out said freewheel, said means when locking out said freewheel eliminating substantially simultaneously therewith the control of said accelerator over said brake,

30. The combination of an internal combustion 65 engine and accelerator with a fluid drive, comprising an impeller and runner, in combination with a planetary gearing composed of three parts, the driving member, the driven member and the planetary carrier, said impeller in driving con 70 nection respectively with said driving member and said runner connected to said driven memher to efiect thereby temporarily a, reverse hydraulic drive through said planetary carrier when stopped, an overrunning brake between said driv- 75 en member" and a stationary member whereby 21 said reverse drive is checked before it reaches the driven mechanism, and means to eliminate said overrunning brake, so that said driven mechanism can be driven in reverse direction.

31. The combination of a prime mover and accelerator and gear transmission with a fluid drive, said prime mover connected to the impeller thereof and said runner being connected with a driven mechanism, an idle runner in operative association with said impeller and runner, said idle runner when stopped tending to drive said runner in reverse direction, an overrunnin brake between said runner and said driven mechanism, and means to eliminate said overrunning brake when a mechanical reverse drive is effected by means of said gear transmission between said runner and driven mechanism, said overrunnin brake operating between said runner and a stationary part.

32. The combination of a prime mover and accelerator with a hydraulic power transmission of the Fiittinger type comprising an impeller and runner connected to two parts of a planetary gearing, comprising three parts, a driving gear, a planetary carrier and a driven gear, said third part being connected to a driven mechanism, an idle runner positioned in operative association with said impeller and runner, said idle runner capable of imparting a variable speed to said planetary carrier associated with said planetary gearing, and thereby a variable speed to said driven mechanism, a brake for said idle runner, said brake being under control of said accelerator of said prime mover connected to said impeller.

33. The combination of claim 32, said control of said accelerator being such that said brake is applied when said accelerator is pushed beyond Wide open position, and released, when said accelerator is released.

34. In a vehicle on wheels, the combination of an engine and accelerator and a fluid drive of the constant liquid content, said fluid drive having an impeller and a runner, a reduction gearing between said engine and impeller so that said impeller is driven at part of the engine speed, an idle runner in said fluid drive tending to vary the speed of rotation of the driven mechanism when held stationary, said idle runner having a, tendency to vary the pressure of said impeller on said runner, when said idle runner is held stationary by means of a brake under control of the accelerator of said engine.

35. In a vehicle the combination of an engine and fluid drive of the constant liquid content with a planetary gearing composed of three gears, a driving member, a planetary carrier and a driven member connected to a driven mechanism, said fluid drive comprising an impeller and a runner, said engine being connected to the driving member of said planetary gearing, said impeller to the planetary carrier, and said runner to the driven mechanism, an idle runner in said fluid drive, said idle runner haw'ng a tendency to vary the rotational speed of said planetary carrier and thereby the speed of rotation of said driven mechanism, and means to hold and keep said idle runner stationary at will.

JEAN A. H. BARKEIJ. 

